CN108162942A - The line traffic control brake fluid system and its brake control method of four-wheel pressure independent control - Google Patents

The line traffic control brake fluid system and its brake control method of four-wheel pressure independent control Download PDF

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Publication number
CN108162942A
CN108162942A CN201810115168.5A CN201810115168A CN108162942A CN 108162942 A CN108162942 A CN 108162942A CN 201810115168 A CN201810115168 A CN 201810115168A CN 108162942 A CN108162942 A CN 108162942A
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CN
China
Prior art keywords
brake
master cylinder
solenoid valve
pressure
wheel
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Granted
Application number
CN201810115168.5A
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Chinese (zh)
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CN108162942B (en
Inventor
李静
张振兆
谷贺冲
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Jilin University
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Jilin University
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Priority to CN201810115168.5A priority Critical patent/CN108162942B/en
Publication of CN108162942A publication Critical patent/CN108162942A/en
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Publication of CN108162942B publication Critical patent/CN108162942B/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

The present invention provides the line traffic control brake fluid systems and its brake control method of four-wheel pressure independent control, four pressure control units in the system are connect respectively via master cylinder normal open switch solenoid valve with the master cylinder pipeline in brake treadle mechanism, and four pressure control units are composed in series by a normal open switch solenoid valve, an automatically controlled compress cell and a normally opened linear solenoid valve；The normally opened linear solenoid valve downstream connects a wheel cylinder respectively, and is equipped with pressure sensor on the pipeline of the two connection；Each solenoid valve, sensor and automatically controlled compress cell are connect respectively with electronic control unit signal；The brake control method includes the brake control method under energization effective status and under power-off failure state, and wheel cylinder supercharging, pressurize or decompression are independently controlled by four pressure control units.The present invention can actively build pressure, Quick-pressurizing, accurate pressure control in vehicle braking process and have failure braking and regenerative braking capability.

Description

The line traffic control brake fluid system and its brake control method of four-wheel pressure independent control
Technical field
The invention belongs to the line control brake system technical fields of intelligent electric automobile or intelligent network connection automobile, and in particular to four Take turns the line traffic control brake fluid system and its brake control method of pressure independent control.
Background technology
Under the overall situation of atmosphere polluting problem getting worse, the center of gravity of automobile industry development is just gradually by conventional fuel oil car It is shifted to the new-energy automobiles such as hybrid vehicle or pure electric automobile field in field.In the case, each enterprise's input is big Amount fund enters the design research and development in new-energy automobile field, and as what new-energy automobile was researched and developed gos deep into, it is therewith adaptably, right The braking system of the new-energy automobiles such as hybrid vehicle, pure electric automobile proposes new requirement.To realize new energy vehicle The electrification of braking system, lightweight, integrated and intelligent, new-energy automobile braking system has been phased out traditional vacuum and has been helped The form of power device, then use the form of line traffic control electric-machine directly-driven or high pressure accumulator.At present, some vehicle component manufacturers have ground The line control brake system of oneself, such as the HAS hev systems of Bosch companies of Germany and the SCB systems of TRW Ltd. (US) One Space Park, Redondo Beach CA 90278 U.S.A. of the U.S. are made, And it is applied on new-energy automobile.Line control brake system is better than the spy of traditional vacuum booster braking system with it Point, it has also become current brake systematic research hot spot.
The patent publication No. of Tsinghua University's application is in the patent of invention of CN105667484A, and it is double to disclose a kind of full decoupling Motor-driven line control brake system, the art solutions replace traditional vacuum assisted hydraulic brake system using double assist motors Vacuum booster in system drags master cylinder connecting link by deceleration torque mechanism and rack and pinion mechanism, realizes brake pressure Foundation；Simultaneously during being braked, brake feel is formed by pedal sense simulator.The system is using double power-assisteds Motor pushing sleeve, and master cylinder connecting link is pushed by sleeve, and the rear end of piston push rod is connect with reinforcement room second piston, when While motor pushing piston push rod, reinforcement room second piston also travels forward together, this is not intended to that brake feel will be influenced Feedback or even the erroneous judgement for causing driver, influence the safety of vehicle.
The patent publication No. of Tongji University's application is in the patent of invention of CN104760586A, discloses a kind of bi-motor line Braking system is controlled, motor convert rotational motion is linear motion by roller screw mechanism by two motors.A wherein motor In leading screw screw rod connect with pedal push rod, provide brake feel for driver；Another motor is then used for pushing master cylinder piston, Realize the foundation of brake pressure.But since the system is using two sets of motor-roller screw mechanisms, and it is only wherein a set of for real The foundation of existing pressure, thus it is more demanding to motor performance, and the another set of simulation for being used for realizing brake feel, and motor and pedal Between using mechanical connection, system control tool acquires a certain degree of difficulty.
Invention content
The present invention proposes the line traffic control brake fluid system and its brake control method of four-wheel pressure independent control, existing to overcome Have Conventional braking systems vacuum booster volume existing for technology it is big, it is expensive, can not realize active brake function, braking pressure Power is not easy accurate control, can not match work and current existing electricity with the current driving of intelligence auxiliary function such as ACC, AEB The defects of line control brake system of machine driving is more demanding to motor performance, with reference to Figure of description, technical scheme of the present invention It is as follows：
The line traffic control brake fluid system of four-wheel pressure independent control, the system is by brake treadle mechanism, electronic control unit ECU, pressure control unit and wheel cylinder composition；There are four the pressure control units, normally opened via a master cylinder respectively Switch electromagnetic valve is connect with the master cylinder pipeline in brake treadle mechanism, and four pressure control units are normally opened by one Switch electromagnetic valve, an automatically controlled compress cell and a normally opened linear solenoid valve are composed in series；Under the normally opened linear solenoid valve Trip connects a wheel cylinder respectively, and is equipped with pressure sensor on the pipeline of the two connection；The master cylinder normal open switch Solenoid valve, normal open switch solenoid valve, automatically controlled compress cell, normally opened linear solenoid valve and pressure sensor are single with electronic control respectively First signal connection；Four pressure control units independently act braking supercharging, the pressurize realized to corresponding wheel cylinder Or decompression.
Further, the automatically controlled compress cell is made of concentration motor, connection push rod and single-chamber master cylinder；It is described to concentrate electricity Machine is by electric machine casing, motor stator, rotor, roller screw nut, ball body, roller screw screw rod, clutch shaft bearing and Two bearings form, and the stator is fixed on the inner peripheral wall of electric machine casing, and the rotor is mounted in stator, and two ends of rotor is led to Bearing peace axis is crossed in the end cap at electric machine casing both ends, the roller screw nut is fixedly connected on the inner peripheral surface of rotor On, the roller screw screw rod is mounted on the inside of roller screw nut, and the ball body is mounted on ball-screw nut and rolling Ball screw assembly, is formed in the guide groove of ballscrew screw rod, the ball-screw screw rod is provided with through-hole, and in through hole back-end in an axial direction Inside is equipped with edge in annular；The concentration motor is connect with electronic control unit signal；
The single-chamber master cylinder is made of single-chamber master cylinder housing, single-chamber master cylinder piston and single-chamber master cylinder piston return spring, institute It states single-chamber master cylinder housing to be fixed on the front end face of electric machine casing, the single-chamber master cylinder piston is placed in single-chamber master cylinder housing and list Single-chamber master cylinder inner cavity is formed on the bottom of chamber master cylinder housing, and the single-chamber master cylinder piston return spring position is connected to single-chamber master cylinder housing Bottom and single-chamber master cylinder piston front end face between, had on the single-chamber master cylinder housing corresponding to single-chamber master cylinder inner cavity Single-chamber master cylinder oil inlet and single-chamber master cylinder outlet mouth；
The front end of the connection push rod is acted against on the rear end face of single-chamber master cylinder piston, and rear end acts against ball-screw screw rod In the annular of inside along front end face.
Further, the brake treadle mechanism is made of brake pedal 1, master cylinder 4 and pedal sense simulator 6； The master cylinder 4 is by pedal push rod 3, pedal displacement sensor 2, brake master cylinder piston 39, brake master cylinder piston return spring 12 and master cylinder housing 5 form；One end of the brake pedal 1 and pedal push rod 3 is hinged, the other end of pedal push rod 3 with The outer end face connection of brake master cylinder piston 39 in master cylinder housing 5, the inner face and master cylinder of brake master cylinder piston 39 Master cylinder inner cavity 15 is formed on the bottom of housing 5, and brake master cylinder piston return spring 12 is connected to the interior of brake master cylinder piston 39 Between end face and the bottom of master cylinder housing 5, it is provided on 15 corresponding master cylinder housing 5 of master cylinder inner cavity for outer Take over the hydraulic fluid port on road, the brake pedal displacement sensor 2 is mounted on pedal push rod 3, and with 16 signal of electronic control unit Connection；The pedal sense simulator 6 is connect with 15 pipeline of master cylinder inner cavity.
Further, pedal sense simulator 6 is by simulator normally closed solenoid valve 11, simulator housing 7, emulator piston 9 and simulator spring 8 form, simulator inner cavity 10 is formed between the front end face of the emulator piston 9 and simulator housing 7, Simulator inner cavity 10 is connect with master cylinder inner cavity 15 by 11 pipeline of simulator normally closed solenoid valve, 8 liang of the simulator spring The rear end face respectively at emulator piston 9 is held to be connected with the bottom surface of simulator housing 7.
Further, the master cylinder is connect by a check valve with oil storage cup pipeline, and is oil storage cup to system Dynamic master cylinder one-way conduction；The pressure control unit is also connected with a vacuum solenoid valve, and vacuum solenoid valve side hydraulic fluid port leads to It crosses pipeline to connect with oil storage cup, opposite side hydraulic fluid port controls single by pipeline and master cylinder normal open switch solenoid valve and four pressure The fluid pipeline that normal open switch solenoid valve in member is connected is connected；The vacuum solenoid valve is normally closed solenoid valve.
The brake control method of the line traffic control brake fluid system of four-wheel pressure independent control, the brake control method include The brake control method under brake control method and power-off failure state under energization effective status, under the energization effective status Brake control method be：
Electronic control unit receives the detection signal in vehicle travel process, respectively to four pressure controls after analytical judgment Unit processed sends drive control instruction, and control in the master cylinder normal open switch solenoid valve and four pressure control units normally opened opens Powered-down magnet valve is powered disconnection, realize brake pedal pedal force and wheel cylinder in brake pressure full decoupling, at the same time, control Automatically controlled compress cell in four pressure control units of system is matched with the normally opened linear solenoid valve being correspondingly connected with, separately The wheel cylinder being correspondingly connected with is controlled to carry out braking supercharging, pressurize or decompression.
Under the energization effective status, when pressure control unit be pressurized or decompression process in, electronic control is single Member sends out regulating control command to normally opened linear solenoid valve, controls the aperture of normally opened linear solenoid valve, and then linear regulation flows through The brake fluid pressure of normally opened linear solenoid valve realizes the brake pressure of the supercharging of linear regulation wheel cylinder or decompression.
During the wheel cylinder braking compression release, by single in master cylinder normal open switch solenoid valve and four pressure controls Vacuum solenoid valve is installed, the vacuum solenoid valve is normally closed solenoid valve, is subtracted on the pipeline that the normal open switch solenoid valve in member is connected The opposite side of pressure electromagnetic valve and lubricating cup unicom, to realize fast decompression.
Brake control method under the power-off failure state is：Each solenoid valve is in off-position, brake pedal machine Structure is under the operation of driver, and the braking fluid of master cylinder is directly in master cylinder, normal open switch solenoid valve, electro-hydraulic It is flowed between compress cell, normally opened linear solenoid valve and wheel cylinder, realizes braking supercharging or decompression.
The brake pedal brake feel analogy method of the pedal sense simulator is as follows：
When driver tramples brake pedal 1, brake pedal 1 pushes pedal push rod 3 to move forward, and pedal push rod 3 pushes braking Master cylinder piston 39 moves in master cylinder inner cavity 15, and electronic control unit ECU16 controls simulator normally closed solenoid valve 11 to be powered at this time Conducting, meanwhile, the normal open switch electricity in electronic control unit ECU16 control master cylinder normal open switch solenoid valves and four pressure control units Magnet valve is powered disconnection, makes control pedal power and wheel cylinder brake pressure realizes full decoupling, in the master cylinder inner cavity 15 Hydraulic oil under the action of brake master cylinder piston 39 by fluid pressure line, flowed into simulator through simulator normally closed solenoid valve 11 Chamber 10, hydraulic oil push emulator piston 9 to move, and the simulator spring 8 of 9 rear end of emulator piston connection is by emulator piston 9 It pushes and generates deformation formation elastic resistance, realize that simulating brake pedal brake is felt.
Compared with prior art, the beneficial effects of the present invention are：
1st, four mutually independent automatically controlled compress cells are used in line traffic control brake fluid system of the present invention to braking Wheel cylinder applies brake pressure, and each automatically controlled compress cell pushes directly on corresponding list using a set of motor-ball screw framework Chamber master cylinder reduces requirement of the braking system to motor performance, and the braking system can be realized and actively build pressure, Quick-pressurizing, essence True pressure control, failure braking and regenerative braking capability.
2nd, line traffic control brake fluid system of the present invention eliminates traditional vacuum booster form, and electric vehicle is without volume It is outer to increase electric vacuum pump to provide vacuum source for vacuum booster, power brake work(can be realized by vehicle power supply power supply Can, system structure is simplified.
3rd, line traffic control brake fluid system of the present invention realizes master cylinder and four mutually independent automatically controlled superchargings The full decoupling of unit, the vibration biography that system generates in braking process can not be transferred on brake pedal, that is, avoid driver's sense Feel brake vibration, improve the comfort level of driving.
4th, the line traffic control brake fluid system control of line of the present invention both can realize line traffic control under system energization effective status Braking, and can realize effective brake in the case where system cut-off fails, to ensure traffic safety, that is, provide fail safe Function.
5th, line traffic control brake fluid system of the present invention passes through electricity in the case where controlling brake pedal without driver Control program in sub-control unit can also realize conventional brake or ABS (anti-lock braking system Anti- LockBrakingSystem) braking function creates conditions for intelligent driving.
5th, line traffic control brake fluid system of the present invention is by coordinating the vehicle speed sensor installed on vehicle, electronic throttle The Vehicular status signal that the vehicle status sensors such as door sensor and trailer-mounted radar are monitored, is analyzed and determined, can be realized TCS (traction control system Traction Control System) operating mode, ESC (body electronics stabilitraks Electronic Speed Control System) operating mode, ACC (adaptive cruise) operating modes and AEB (automatic emergency brake) work Braking function under condition.
6th, line traffic control brake fluid system of the invention can to the full extent be realized with regenerative braking system for vehicle co-ordination The recycling of braking energy, to save electric energy.
Description of the drawings
Fig. 1 is the composition structure diagram of line traffic control brake fluid system of the present invention；
Fig. 2 is the structure diagram of the second automatically controlled compress cell in line traffic control brake fluid system of the present invention；
Fig. 3 brakes supercharging fluid path figure for line traffic control brake fluid system of the present invention under conventional brake operating mode；
Fig. 4 is line traffic control brake fluid system of the present invention braking compression release fluid path figure under conventional brake operating mode；
Fig. 5 is pressurized fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under ABS operating modes；
Fig. 6 four-wheel while pressurize fluid path figure under ABS operating modes for line traffic control brake fluid system of the present invention；
Fig. 7 depressurizes fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under ABS operating modes；
Fig. 8 is line traffic control brake fluid system of the present invention under ABS operating modes, the near front wheel supercharging, off hind wheel and left rear wheel Pressurize, off-front wheel decompression fluid path figure；
Fig. 9 is line traffic control brake fluid system of the present invention the near front wheel boost fluid road figure under TCS operating modes；
Figure 10 is line traffic control brake fluid system of the present invention the near front wheel pressurize fluid path figure under TCS operating modes；
For line traffic control brake fluid system of the present invention, the near front wheel under TCS operating modes depressurizes fluid path figure to Figure 11；
Figure 12 the near front wheel supercharging, off hind wheel and left rear wheel under TCS operating modes for line traffic control brake fluid system of the present invention Pressurize, off-front wheel decompression fluid path figure；
Figure 13 is line traffic control brake fluid system of the present invention the near front wheel boost fluid road figure under ESC operating modes；
Figure 14 the near front wheel supercharging, off hind wheel and left rear wheel under ESC operating modes for line traffic control brake fluid system of the present invention Pressurize, off-front wheel decompression fluid path figure；
Figure 15 is pressurized fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under ACC operating modes；
Figure 16 four-wheel while pressurize fluid path figure under ACC operating modes for line traffic control brake fluid system of the present invention；
Figure 17 depressurizes fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under ACC operating modes；
Figure 18 is pressurized fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under AEB operating modes；
Figure 19 is pressurized fluid path figure simultaneously for line traffic control brake fluid system of the present invention four-wheel under regenerative braking operating mode；
Figure 20 is line traffic control brake fluid system of the present invention four-wheel booster brake fluid path figure under power-off failure operating mode；
In figure：
1 brake pedal, 2 pedal displacement sensors, 3 pedal push rods, 4 master cylinders,
5 master cylinder housings, 6 pedal sense simulators, 7 simulator housings, 8 simulator springs,
9 emulator pistons, 10 simulator inner cavities, 11 simulator normally closed solenoid valves, 12 brake master cylinder piston return springs,
13 check valves, 14 oil storage cups, 15 master cylinder inner cavities, 16 electronic control unit ECU,
17 master cylinder normal open switch solenoid valves, 18 vacuum solenoid valves, 19 the 4th normal open switch solenoid valves, 20 third normal open switch solenoid valves,
21 second normal open switch solenoid valves, 22 first normal open switch solenoid valves, 23 first automatically controlled compress cells, 24 second automatically controlled compress cells,
The automatically controlled compress cell of 25 thirds, 26 the 4th automatically controlled compress cells, 27 the 4th normally opened linear solenoid valves, 28 the 4th pressure sensors,
The normally opened linear solenoid valve of 29 thirds, 30 third pressure sensors, 31 second normally opened linear solenoid valves, 32 second pressure sensors,
33 first normally opened linear solenoid valves, 34 first pressure sensors, 35 left front wheel cylinders, wheel cylinder behind 36 right sides,
37 left back wheel cylinders, wheel cylinder before 38 right sides, 39 brake master cylinder pistons；
24A concentrates motor, 24B single-chamber master cylinders；
2401 concentration electric machine casings, 2402 motor stators, 2403 rotors, 2404 ball-screw nuts,
2405 ball bodies, 2406 ball-screw screw rods, 2407 second bearings, 2408 single-chamber master cylinder housings,
2409 connection push rods, 2410 single-chamber master cylinder pistons, 2411 single-chamber master cylinder oil inlets, 2412 single-chamber master cylinder piston return springs,
2413 single-chamber master cylinder inner cavities, 2414 single-chamber master cylinder outlet mouths, 2415 clutch shaft bearings.
Dotted line represents signal connection relation in figure, and fine line represents influidic connecting relation.
Specific embodiment
For the technical solution that the present invention is further explained and its caused advantageous effect, with reference to the Figure of description present invention It is specific
Embodiment is as follows：
The present invention provides the line traffic control brake fluid systems of four-wheel pressure independent control, and the braking system is by brake pedal Mechanism,
Electronic control unit ECU, pressure control unit and wheel cylinder composition.
As shown in Figure 1, the brake treadle mechanism is by brake pedal 1, master cylinder 4, pedal sense simulator 6 and oil storage Cup 14 forms；The master cylinder 4 is by pedal push rod 3, pedal displacement sensor 2, brake master cylinder piston 39, brake master cylinder piston Return spring 12 and master cylinder housing 5 form；The pedal sense simulator 6 is by simulator normally closed solenoid valve 11, simulator Housing 7, emulator piston 9 and simulator spring 8 form, shape between the front end face of the emulator piston 9 and simulator housing 7 Into simulator inner cavity 10.1 top of brake pedal is hinged on the car body, and to trample end, driver tramples 1 bottom end of brake pedal End is trampled in the bottom end of brake pedal 1, and brake pedal 1 will be hinged spot wobble around top；The middle part of the brake pedal 1 is pushed away with pedal 3 one end of bar is hinged, and 3 other end of pedal push rod is connect with the rear end face of brake master cylinder piston 39, and the pedal push rod 3 steps on braking Pedal thrust on plate 1 is transferred to brake master cylinder piston 39；The pedal displacement sensor 2 is mounted on pedal push rod 3；It is described Master cylinder inner cavity 15, the braking master are formed between the front end face of brake master cylinder piston 39 and the bottom surface of master cylinder housing 5 Bottom surface of 12 both ends of the cylinder piston return spring respectively with the front end face of brake master cylinder piston 39 and master cylinder housing 5 is connect；Institute It states and is opened on 15 corresponding master cylinder housing 5 of master cylinder inner cavity there are three hydraulic fluid port, wherein, first on master cylinder housing 5 Hydraulic fluid port is connect by simulator normally closed solenoid valve 11 with 10 pipeline of simulator inner cavity, and 8 both ends of simulator spring are respectively at mould The rear end face for intending device piston 9 is connected with the bottom surface of simulator housing 7；The second hydraulic fluid port on master cylinder housing 5 passes through a list It is connect to valve 13 with 14 pipeline of oil storage cup, and the installation direction of check valve 13 is unidirectionally led for oil storage cup 14 to master cylinder inner cavity 15 It is logical, brake fluid is supplemented to master cylinder inner cavity 15, and prevent the brake fluid in master cylinder inner cavity 15 from flowing back to for oil storage cup 14 Oil storage cup 14.
The pedal displacement sensor 2 connect with electronic control unit ECU16 signals, and pedal displacement sensor 2 will detect The displacement signal of pedal push rod 3 is converted into electric signal and is sent to electronic control unit ECU16, is done further for electronic control unit ECU16 Analysis and judgement；The simulator normally closed solenoid valve 11 is connect with electronic control unit ECU16 signals, and simulator normally closed solenoid valve 11 exists It is opened or closed under the control of electronic control unit ECU16, and then between control pedal sense simulator 6 and master cylinder inner cavity 15 Pipeline break-make.
As shown in Figure 1, there are four pressure control units, respectively first in line traffic control brake fluid system of the present invention Pressure control unit, second pressure control unit, third pressure control unit and the 4th pressure control unit.Four pressure controls The structure of unit is identical.
The first pressure control unit is normal by the first normal open switch solenoid valve 22, the first automatically controlled compress cell 23, first Open the pipeline connection composition successively of linear solenoid valve 33, opposite side and the left front wheel cylinder of the first normally opened linear solenoid valve 33 35 pipelines connect, and are equipped with first pressure on the pipeline being connect in the first normally opened linear solenoid valve 33 with left front wheel cylinder 35 Sensor 34；The first normal open switch solenoid valve 22, the first automatically controlled compress cell 23, the first normally opened linear solenoid valve 33 and One pressure sensor 34 is connect respectively with electronic control unit ECU16 signals；
The second pressure control unit is normal by the second normal open switch solenoid valve 21, the second automatically controlled compress cell 24, second Open the pipeline connection composition successively of linear solenoid valve 31, opposite side and the wheel cylinder behind the right side of the second normally opened linear solenoid valve 31 36 pipelines connect, and are equipped with second pressure on the pipeline being connect in the second normally opened linear solenoid valve 31 with wheel cylinder 36 behind the right side Sensor 32；The second normal open switch solenoid valve 21, the second automatically controlled compress cell 24, the second normally opened linear solenoid valve 31 and Two pressure sensors 32 are connect respectively with electronic control unit ECU16 signals；
The third pressure control unit is normal by third normal open switch solenoid valve 20, the automatically controlled compress cell 25 of third, third Open the pipeline connection composition successively of linear solenoid valve 29, opposite side and the left back wheel cylinder of the normally opened linear solenoid valve 29 of third 37 pipelines connect, and are equipped with third pressure on the pipeline being connect in the normally opened linear solenoid valve 29 of third with left back wheel cylinder 37 Sensor 30；The third normal open switch solenoid valve 20, the automatically controlled compress cell 25 of third, the normally opened linear solenoid valve 29 of third and Three pressure sensors 30 are connect respectively with electronic control unit ECU16 signals；
4th pressure control unit is normal by the 4th normal open switch solenoid valve 19, the 4th automatically controlled compress cell the 26, the 4th Open the pipeline connection composition successively of linear solenoid valve 27, opposite side and the wheel cylinder before the right side of the 4th normally opened linear solenoid valve 27 38 pipelines connect, and are equipped with the 4th pressure on the pipeline being connect in the 4th normally opened linear solenoid valve 27 with wheel cylinder 38 behind the right side Sensor 28；The 4th normal open switch solenoid valve 19, the 4th automatically controlled compress cell 26, the 4th normally opened linear solenoid valve 27 and Four pressure sensors 28 are connect respectively with electronic control unit ECU16 signals；
Above-mentioned first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21,20 and of third normal open switch solenoid valve 4th normal open switch solenoid valve 19 is connect respectively with electronic control unit ECU16 signals, and normal open switch solenoid valve is respectively used to control pair The automatically controlled compress cell answered is turned on or off with master cylinder inner cavity 15.
Automatically controlled 25 and the 4th electricity of compress cell of above-mentioned first automatically controlled compress cell 23, the second automatically controlled compress cell 24, third Control compress cell 26 is connect respectively with electronic control unit ECU16 signals, and four automatically controlled compress cells are respectively used to as braking system pair The wheel cylinder answered generates brake pressure, and the control signal for passing through electronic control unit ECU16 accurately controls each automatically controlled supercharging single The brake pressure of member output.
Above-mentioned first normally opened linear solenoid valve 33, the second normally opened linear solenoid valve 31, normally opened 29 and of linear solenoid valve of third 4th normally opened linear solenoid valve 27 is connect respectively with electronic control unit ECU16 signals, and electronic control unit ECU16 is normally opened linear by controlling The valve opening of solenoid valve, and then control to adjust the brake pressure of corresponding wheel cylinder.
Above-mentioned first pressure sensor 34, second pressure sensor 32,30 and the 4th pressure sensing of third pressure sensor Device 28 is connect respectively with electronic control unit ECU16 signals, for detecting the brake pressure of corresponding wheel cylinder and will detect signal It is sent to electronic control unit ECU16.
Wheel cylinder 38 is adopted before wheel cylinder 36, left back wheel cylinder 37 and the right side behind above-mentioned left front wheel cylinder 35, the right side Use disk brake.
Above-mentioned first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21,20 and of third normal open switch solenoid valve The upstream of 4th normal open switch solenoid valve 19 passes through the of a master cylinder normal open switch solenoid valve 17 and master cylinder inner cavity 15 Three hydraulic fluid port pipelines connect, and the master cylinder normal open switch solenoid valve 17 is connect with electronic control unit ECU16 signals, and the master cylinder is normally opened to be opened The effect of powered-down magnet valve 17 is：When corresponding automatically controlled compress cell work, in occluding pressure control unit and master cylinder Oil circuit connection between chamber 15 realizes the full decoupling of master cylinder and wheel cylinder.
In addition, the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third normal open switch solenoid valve 20 and the 4th the upstream of normal open switch solenoid valve 19 also connect by a vacuum solenoid valve 18 with 14 pipeline of oil storage cup, with reality The now fast decompression of each pressure control unit, the vacuum solenoid valve 18 are normally closed solenoid valve.
Automatically controlled 25 and the 4th electricity of compress cell of above-mentioned first automatically controlled compress cell 23, the second automatically controlled compress cell 24, third The structure for controlling compress cell 26 is identical, below by taking the second automatically controlled compress cell 24 as an example, to the specific of automatically controlled compress cell Structure describes in detail.
As shown in Fig. 2, the second automatically controlled compress cell 24 is by concentration motor 24A, connection push rod 2409 and single-chamber master cylinder 24B is formed.The concentration motor 24A integrates motor to improve rotor, by concentration electric machine casing 2401, motor stator 2402, electricity Machine rotor 2403, ball-screw nut 2404, ball body 2405,2406 clutch shaft bearing 2415 of ball-screw screw rod and second bearing 2407 compositions；
The concentration electric machine casing 2401 is cylindrical shape, and the motor stator 2402, which is fixed on, concentrates electric machine casing 2401 On inside circumference wall；2401 both ends of electric machine casing are concentrated equipped with the end cap with annular convex shoulder, and the end cap central positioned at front end is opened There is through-hole；The rotor 2403 is mounted in motor stator 2402, and 2403 both ends of rotor pass through clutch shaft bearing 2415 It is rotationally mounted in the end cap convex shoulder for concentrating 2401 both ends of electric machine casing with second bearing 2407；The ball-screw nut 2404 are fixedly connected on the inner peripheral surface of rotor 2403, with 2403 synchronous rotary of rotor；The ball-screw spiral shell Bar 2406 is mounted on the inside of ball-screw nut 2404, and the ball body 2405 is mounted on ball-screw nut 2404 and ball In the guide groove of leading screw screw rod 2406, the ball-screw nut 2404, ball body 2405 and ball-screw screw rod 2406 form one Cover stable ball screw assembly,；The ball-screw screw rod 2406 is provided with through-hole in an axial direction, and ring is equipped on the inside of through hole back-end Edge in shape；The through-hole diameter for concentrating 2401 front end end cap of electric machine casing is more than the diameter of ball-screw screw rod 2406；It concentrates Motor 24A is connect with electronic control unit ECU16 signals, and electronic control unit ECU16 is analyzed by signal collected to sensor, The action of motor 24A in domination set.
The single-chamber master cylinder 24B is by single-chamber master cylinder housing 2408, single-chamber master cylinder piston 2410 and single-chamber master cylinder piston return Spring 2412 forms, and the single-chamber master cylinder housing 2408 is open backwards and is fixed on the front end face for concentrating electric machine casing 2401, The single-chamber master cylinder piston 2410 is placed in single-chamber master cylinder housing 2408 and forms single-chamber master with the bottom of single-chamber master cylinder housing 2408 Cylinder inner cavity 2413, the single-chamber master cylinder piston return spring 2412 are located in single-chamber master cylinder inner cavity 2413, are connected to single-chamber master cylinder Between the bottom of housing 2408 and the front end face of single-chamber master cylinder piston 2410, in the single-chamber master corresponding to single-chamber master cylinder inner cavity 2413 Single-chamber master cylinder oil inlet 2411 and single-chamber master cylinder outlet mouth 2414 are had on cylinder housing 2408, wherein, the single-chamber master cylinder Oil inlet 2411 is the oil inlet of the second electro-hydraulic compress cell 24, for connecting with 15 pipeline of the first normal open switch solenoid valve Connect, the single-chamber master cylinder outlet mouth 2414 be the second electro-hydraulic compress cell 24 oil outlet, for the first normally opened line Property the connection of solenoid valve 22 pipeline.
The front end of the connection push rod 2409 is equipped with big push plate, and rear end is equipped with the small outer of annular；Wherein, push rod is connected 2409 small outer rear end face is acted against in the annular of 2406 inside of ball-screw screw rod along front end face, the connection push rod 2409 big push plate front end face is acted against on the rear end face of single-chamber master cylinder piston 2410.
After motor 24A is concentrated to start, when rotor 2403 rotates forward, ball-screw nut 2404 is therewith together Rotation, ball-screw screw rod 2406, under the action of ball screw assembly, ball-screw nut are transferred to by ball body 2405 2404 rotate in the forward direction the straight forward movement that conversion of motion is ball-screw screw rod 2406, ball-screw screw rod 2406 and then push away Dynamic connection push rod 2409 travels forward, and then single-chamber master cylinder piston 2410 is pushed to travel forward, 2413 volume of single-chamber master cylinder inner cavity It is gradually reduced under the compression of single-chamber master cylinder piston 2410, the increase of compressed liquid pressure；When rotor 2403 rotates backward, Ball-screw screw rod 2406 moves backward, and ball-screw screw rod 2406 is detached with connection push rod 2409, at this point, living in single-chamber master cylinder Under the promotion for filling in return spring 2412, single-chamber master cylinder piston 2410 moves backward, and the volume of single-chamber master cylinder inner cavity 2413 becomes larger, liquid Body pressure reduces.
According to the concrete composition mechanism of the line traffic control brake fluid system of above-mentioned four-wheel pressure independent control, the present invention also provides The brake control method of the line traffic control brake fluid system of four-wheel pressure independent control, brake control method packet of the present invention It includes：The brake control method under brake control method and off-position under energized state；
The control method of the braking process is specific as follows：
1st, under energization effective status, the control for brake side of the line traffic control brake fluid system of the four-wheel pressure independent control Method is as follows：
1.1 brake pedal brake feel analogy methods：
As shown in Figure 1, when driver tramples brake pedal 1, brake pedal 1 pushes pedal push rod 3 to move forward, pedal push rod 3 push brake master cylinder piston 39 to be moved in master cylinder inner cavity 15, and electronic control unit ECU16 controls the normally closed electromagnetism of simulator at this time Valve 11 is in the channel status for being powered and opening, meanwhile, electronic control unit ECU16 control master cylinder normal open switch solenoid valve 17, which is in, to be powered The off state of closing, control pedal power and wheel cylinder brake pressure realize full decoupling, the master cylinder inner cavity 15 at this time Interior hydraulic oil, by fluid pressure line, pedal sense is flowed into through simulator normally closed solenoid valve 11 under the action of brake master cylinder piston 39 Feel in simulator fluid cavity, hydraulic oil pushes pedal sense simulator piston 9 to move, 9 rear end of pedal sense simulator piston Pedal sense simulator spring 8 is connected with, pedal sense simulator spring 8 pushes generation shape by pedal sense simulator piston 9 Elastic resistance is deformed into, realizes that simulating brake pedal brake is felt；When driver loosen the brake 1 when, pedal sense simulation Device spring 8 pushes pedal sense simulator piston 9 to move forward under the action of restoring force, pedal sense simulator piston 9 into One step pushes hydraulic oil to be flowed back in master cylinder inner cavity 15 through simulator normally closed solenoid valve 11 by fluid pipeline.
1.2 wheel cylinders brake supercharging control method
As shown in Figure 1, when driver tramples brake pedal 1, electronic control unit ECU16 control simulators normally closed solenoid valve 11 In the channel status opened of being powered, the hydraulic oil in master cylinder inner cavity 15 flows into pedal sense through simulator normally closed solenoid valve 11 Feel in simulator fluid cavity, brake pedal 1 moves forward, and brake pedal displacement signal is sent to by brake pedal displacement sensor 2 In electronic control unit ECU16, electronic control unit ECU16 is stepped on according to the brake pedal displacement signal of input or that need not trample braking In the case of plate 2, electronic control unit ECU16 is judged by other onboard sensors and detecting system and is exported to pressure control unit Brake pressurization control signal；
1.2.1 left front 35 booster brake of wheel cylinder：
As shown in Figure 1, under the monitoring of first pressure sensor 34, the pressure in left front wheel cylinder 35 reaches default Brake pressure before, electronic control unit ECU16 sends out control instruction to first pressure control unit, wherein, electronic control unit ECU16 control It makes the first normal open switch solenoid valve 22 and is in the off state for being powered and closing, electronic control unit ECU16 is controlled at vacuum solenoid valve 18 In the off state that power-off is closed, electronic control unit ECU16 controls the first normally opened linear solenoid valve 33 to be in the access that power-off is opened State, electronic control unit ECU16 send control instruction signal (since first is automatically controlled to the concentration motor of the first automatically controlled compress cell 23 The structure of compress cell 23 is identical with the structure of the second automatically controlled compress cell 24, therefore the first automatically controlled compress cell 23 The control course of work sees Fig. 2), the rotor 2403 of motor rotates forward in domination set, and ball-screw nut 2404 is same therewith Step rotation, ball-screw screw rod 2406, under the action of ball screw assembly, ball-screw nut are transferred to by ball body 2405 2404 rotate in the forward direction the straight forward movement that conversion of motion is ball-screw screw rod 2406, ball-screw screw rod 2406 and then push away Dynamic connection push rod 2409 travels forward, and connection push rod 2409 pushes single-chamber master cylinder piston 2410 to travel forward, and compresses single-chamber master cylinder Piston return spring 2412 generates brake pressure in single-chamber master cylinder inner cavity 2413, the brake pressure be power brake power, the system Dynamic pressure will be transferred to through the first normally opened linear solenoid valve 33 at left front wheel cylinder 35 by fluid pressure line, realizes left front braking 35 booster brake of wheel cylinder；In addition, during above-mentioned left front 35 booster brake of wheel cylinder, electronic control unit ECU16 is also to first Normally opened linear solenoid valve 33 sends out regulating control command, controls the aperture of the first normally opened linear solenoid valve 33, and then linear regulation The brake fluid pressure of the first normally opened linear solenoid valve 33 is flowed through, realizes the left front 35 booster brake pressure of wheel cylinder of linear regulation.
1.2.2 36 booster brake of wheel cylinder behind the right side：
As shown in Figure 1,36 booster brake process of wheel cylinder and aforementioned left front 35 booster brake of wheel cylinder behind the right side Process is identical, and summary herein is：Under the monitoring of second pressure sensor 32, the pressure behind the right side in wheel cylinder 36 reaches pre- If brake pressure before, electronic control unit ECU16 controls the second normal open switch solenoid valve 21 and vacuum solenoid valve 18 to be in open circuit State, the second normally opened linear solenoid valve 31 of control are in channel status, and electronic control unit ECU16 controls the second automatically controlled compress cell 24 Generate brake pressure, the brake pressure will by fluid pressure line after the second normally opened linear solenoid valve 31 is transferred to the right side wheel cylinder At 36,36 booster brake of wheel cylinder behind the right side is realized；In addition, electronic control unit ECU16 also controls the second normally opened linear solenoid valve 31 Aperture, 36 booster brake pressure of wheel cylinder behind the linear regulation right side.
1.2.3 left back 37 booster brake of wheel cylinder：
As shown in Figure 1, the 37 booster brake process of left back wheel cylinder and aforementioned left front 35 booster brake of wheel cylinder Process is identical, and summary herein is：Under the monitoring of third pressure sensor 30, the pressure in left back wheel cylinder 37 reaches pre- If brake pressure before, electronic control unit ECU16 controls third normal open switch solenoid valve 20 and vacuum solenoid valve 18 are in open circuit State, the control normally opened linear solenoid valve 29 of third are in channel status, the electronic control unit ECU16 control automatically controlled compress cells 25 of third Brake pressure is generated, which will be transferred to left back wheel cylinder by fluid pressure line through the normally opened linear solenoid valve 29 of third At 37, left back 37 booster brake of wheel cylinder is realized；In addition, electronic control unit ECU16 also controls the normally opened linear solenoid valve 29 of third Aperture, the left back 37 booster brake pressure of wheel cylinder of linear regulation.
1.2.4 38 booster brake of wheel cylinder before the right side：
As shown in Figure 1,38 booster brake process of wheel cylinder and aforementioned left front 35 booster brake of wheel cylinder before the right side Process is identical, and summary herein is：Under the monitoring of the 4th pressure sensor 28, the pressure before the right side in wheel cylinder 38 reaches pre- If brake pressure before, electronic control unit ECU16 controls the 4th normal open switch solenoid valve 19 and vacuum solenoid valve 18 to be in open circuit State, the 4th normally opened linear solenoid valve 27 of control are in channel status, and electronic control unit ECU16 controls the 4th automatically controlled compress cell 26 Brake pressure is generated, which will be transferred to wheel cylinder before the right side by fluid pressure line through the 4th normally opened linear solenoid valve 27 At 38,38 booster brake of wheel cylinder before the right side is realized；In addition, electronic control unit ECU16 also controls the 4th normally opened linear solenoid valve 27 Aperture, 38 booster brake pressure of wheel cylinder before the linear regulation right side.
1.3 wheel cylinder service lap control methods
As shown in Figure 1, wheel cylinder 36, left back wheel cylinder 37 or right preceding system after left front wheel cylinder 35, the right side is needed When driving wheel cylinder 38 keeps brake pressure, electronic control unit ECU16 controls corresponding first normally opened linear solenoid valve 33, the second normally opened line Property solenoid valve 31, normally opened 29 or the 4th normally opened linear solenoid valve 27 of linear solenoid valve of third be in be powered close off state, Electronic control unit ECU16 controls the first vacuum solenoid valve 16 to be in the off state that power-off is closed, and is made behind left front wheel cylinder 35, the right side High-pressure brake liquid before driving wheel cylinder 36, left back wheel cylinder 37 or the right side in wheel cylinder 38 remains stationary as, so as to fulfill left front system Driving wheel cylinder 35, it is right after before wheel cylinder 36, left back wheel cylinder 37 or the right side wheel cylinder 38 service lap.
1.4 wheel cylinder braking compression release control methods
As shown in Figure 1, when driver loosen the brake 1 when, electronic control unit ECU16 controls simulator normally closed solenoid valve 11 In the channel status opened of being powered, the hydraulic oil in simulator inner cavity 10 flows back to master cylinder through simulator normally closed solenoid valve 11 It in inner cavity 15, is moved after brake pedal 1, brake pedal displacement signal is sent to electronic control unit by brake pedal displacement sensor 2 In ECU16, electronic control unit ECU16 is according to the brake pedal displacement signal of input or in the situation that need not trample control pedal 1 Under, electronic control unit ECU16 is judged by other onboard sensors and detecting system and exports braking compression release to pressure control unit Control signal；
1.4.1 left front 35 pressure m of wheel cylinder：
As shown in Figure 1, under the monitoring of first pressure sensor 34, the pressure in left front wheel cylinder 35 reaches default Pressure value before, electronic control unit ECU16 sends out control instruction to the first electro-hydraulic brake module, wherein, electronic control unit ECU16 The first normal open switch solenoid valve 22 is controlled to be in the off state for being powered and closing, electronic control unit ECU16 controls first are normally opened linear Solenoid valve 33 is in the channel status that power-off is opened, and electronic control unit ECU16 is to the concentration motor of the first electro-hydraulic compress cell 2 Control instruction signal is sent (due to the structure of the first automatically controlled compress cell 23 and the complete phase of structure of the second automatically controlled compress cell 24 Together, therefore the control course of work of the first automatically controlled compress cell 23 sees Fig. 2), the rotor 2403 of motor 24A in domination set Reversion, ball-screw nut 2404 rotate synchronously therewith, ball-screw screw rod 2406 are transferred to by ball body 2405, in ball Under the action of lead screw pair, the reverse rotation motion of ball-screw nut 2404 is converted into the straight line backward of ball-screw screw rod 2406 Movement, the single-chamber master cylinder piston return spring 2412 for being constantly in compressive state at this time restore elastic deformation, live in single-chamber master cylinder The lower single-chamber master cylinder piston 2410 of elastic force effect of plug return spring 2412 pushes connection push rod 2,409 1 is logical to move backward, left front system The high-pressure brake liquid of driving wheel cylinder 20 will be flowed back to by the first normally opened linear solenoid valve 22 in single-chamber master cylinder inner cavity 2413, be realized left front 35 braking compression release of wheel cylinder；With left front 35 booster brake process of wheel cylinder analogously, in above-mentioned left front wheel cylinder 35 During braking compression release, electronic control unit ECU16 also sends out regulating control command, control first to the first normally opened linear solenoid valve 33 The aperture of normally opened linear solenoid valve 33, and then linear regulation flows through the brake fluid pressure of the first normally opened linear solenoid valve 33, realizes Left front 35 braking compression release of wheel cylinder of linear regulation；
1.4.2 36 pressure m of wheel cylinder behind the right side：
As shown in Figure 1,36 pressure m process of wheel cylinder and aforementioned left front 35 pressure m of wheel cylinder behind the right side Process is identical, and summary herein is：Under the monitoring of second pressure sensor 32, the pressure behind the right side in wheel cylinder 36 reaches pre- If pressure value before, electronic control unit ECU16 controls the second normal open switch solenoid valve 21 be in off state, the second normally opened line of control Property solenoid valve 31 be in power-off open channel status, electronic control unit ECU16 control the second electro-hydraulic compress cell 24 generate Negative pressure makes the high-pressure brake fluid behind the right side in wheel cylinder 36 be back to single-chamber master cylinder inner cavity through the second normally opened linear solenoid valve 31 In, realize 36 braking compression release of wheel cylinder behind the right side；Electronic control unit ECU16 also controls the aperture of the second normally opened linear solenoid valve 31, 36 booster brake pressure of wheel cylinder behind the linear regulation right side.
1.4.3 left back 37 pressure m of wheel cylinder：
As shown in Figure 1, the 37 pressure m process of left back wheel cylinder and aforementioned left front 35 pressure m of wheel cylinder Process is identical, and summary herein is：Under the monitoring of third pressure sensor 30, the pressure in left back wheel cylinder 37 reaches pre- If pressure value before, electronic control unit ECU16 controls third normal open switch solenoid valve 20 controls the normally opened line of third in off state Property solenoid valve 29 be in the channel status that power-off is opened, electronic control unit ECU16 controls third electro-hydraulic compress cell 25 generates Negative pressure makes the high-pressure brake fluid in left back wheel cylinder 37 be back to single-chamber master cylinder inner cavity through the normally opened linear solenoid valve 29 of third In, realize left back 37 braking compression release of wheel cylinder；Electronic control unit ECU16 also controls the aperture of the normally opened linear solenoid valve 29 of third, The left back 37 booster brake pressure of wheel cylinder of linear regulation.
1.4.4 38 pressure m of wheel cylinder before the right side：
As shown in Figure 1,38 pressure m process of wheel cylinder and aforementioned left front 35 pressure m of wheel cylinder before the right side Process is identical, and summary herein is：Under the monitoring of the 4th pressure sensor 28, the pressure before the right side in wheel cylinder 38 reaches pre- If pressure value before, electronic control unit ECU16 controls the 4th normal open switch solenoid valve 19 be in off state, the 4th normally opened line of control Property solenoid valve 27 be in power-off open channel status, electronic control unit ECU16 control the 4th electro-hydraulic compress cell 26 generate Negative pressure makes the high-pressure brake fluid before the right side in wheel cylinder 38 be back to single-chamber master cylinder inner cavity through the 4th normally opened linear solenoid valve 27 In, realize 38 braking compression release of wheel cylinder before the right side；Electronic control unit ECU16 also controls the aperture of the 4th normally opened linear solenoid valve 27, 38 booster brake pressure of wheel cylinder before the linear regulation right side.
In addition, above-mentioned left front wheel cylinder 35, it is right after wheel cylinder before wheel cylinder 36, left back wheel cylinder 37 or the right side During 38 braking compression releases, electronic control unit ECU16 can also control vacuum solenoid valve 18 to be in the unlatching that is powered according to actual conditions Channel status, the high-pressure brake liquid to flow back in single-chamber master cylinder inner cavity 2413 is made directly can to flow into oil storage by vacuum solenoid valve 18 In cup 14, with realize left front wheel cylinder 35, it is right after before wheel cylinder 36, left back wheel cylinder 37 or the right side wheel cylinder 38 it is quick Decompression.
In conclusion the line traffic control brake fluid system of the four-wheel pressure independent control is under energization effective status, wherein Four pressure control units and four wheels of vehicle corresponding to four wheel cylinders correspond and control, and control process phase It is mutually independent.
2nd, under power-off failure state, the control for brake side of the line traffic control brake fluid system of the four-wheel pressure independent control Method is as follows：
As shown in Figure 1, when failing when the line traffic control brake fluid system of the four-wheel pressure independent control is because power-off, it is each Solenoid valve is restored to power-off initial default state, i.e. simulator normally closed solenoid valve 11 and vacuum solenoid valve 18 is in power-off pass The off state closed, master cylinder normal open switch solenoid valve 17, the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, Third normal open switch solenoid valve 20, the 4th normal open switch solenoid valve 19, first normally opened the 33, second normally opened linear electricity of linear solenoid valve Normally opened 29 and the 4th normally opened linear solenoid valve 27 of linear solenoid valve of magnet valve 31, third is in the channel status that power-off is opened；
When driver, which tramples brake pedal 1, carries out power-off failure braking, brake pedal 1 pushes pedal push rod 3 to transport forward Dynamic, pedal push rod 3 further pushes brake master cylinder piston 39 to travel forward, and the fluid in master cylinder inner cavity 15 will first flow through master After cylinder normal open switch solenoid valve 17, it is divided into not normal through the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third Open 20 and the 4th normal open switch solenoid valve 19 of switch electromagnetic valve corresponding the 23, second electricity of the first electro-hydraulic compress cell of inflow respectively The single-chamber master cylinder inner cavity of sub- hydraulic booster unit 24, third electro-hydraulic compress cell 25 and the 4th electro-hydraulic compress cell 26 In, then respectively via the first normally opened linear solenoid valve 33, the second normally opened linear solenoid valve 31, the normally opened linear solenoid valve 29 of third With wheel cylinder 36, left back wheel cylinder after the 4th normally opened the linear solenoid valve 27 respectively left front wheel cylinder 35 of corresponding inflow, the right side 37, in wheel cylinder 38 before the right side, realize booster brake；
When driver loosens the brake 1 releasing braking, wheel cylinder 36, left back system behind left front wheel cylinder 35, the right side High-pressure brake liquid before driving wheel cylinder 37 and the right side in wheel cylinder 38 is respectively through the first normally opened linear solenoid valve 33, the second normally opened line Property solenoid valve 31, normally opened 29 and the 4th normally opened linear solenoid valve 27 of linear solenoid valve of third accordingly flow back to the increasing of the first electro-hydraulic In the single-chamber master cylinder inner cavity for pressing unit 17, then the first electro-hydraulic compress cell is flowed back to through the first normal open switch solenoid valve 15 23rd, the list of the second electro-hydraulic compress cell 24, third electro-hydraulic compress cell 25 and the 4th electro-hydraulic compress cell 26 In chamber master cylinder inner cavity, it is normally opened then first to flow separately through the first normal open switch solenoid valve 22, the second normal open switch solenoid valve 21, third After 20 and the 4th normal open switch solenoid valve 19 of switch electromagnetic valve, then through master cylinder normal open switch solenoid valve 17 flow back to master cylinder inner cavity Braking compression release is realized in 15；At the same time, oil storage cup 14 will carry out fluid infusion by check valve 13 to master cylinder inner cavity 15, under Primary braking is ready.
According to each control method of the line traffic control brake fluid system of above-mentioned four-wheel pressure independent control, of the present invention four The function that the line traffic control brake fluid system of wheel pressure independent control can be realized includes：Conventional brake, ABS (anti-skid braking systems Unite Anti-lockBrakingSystem) braking, TCS (traction control system Traction Control System) braking, ESC (body electronics stabilitrak Electronic Speed Control System) is braked, power-off failure is braked, Regenerative braking adjust and ACC (adaptive cruise) and AEB (automatic emergency brake) operating mode under intelligence auxiliary drive brake, respectively Brake control method and the process of application are specific as follows：
1st, conventional brake：Under energization effective status, according to aforementioned control method, driver is by controlling brake pedal 2, and four Four wheel cylinders that a pressure control unit corresponds to control are carried out at the same time braking supercharging (as shown in Figure 3)；Or four institutes Four wheel cylinders for stating pressure control unit correspondence control are carried out at the same time braking compression release (as shown in Figure 4)；In the process, originally Good pedal sense can be simulated by inventing the line traffic control brake fluid system.
2nd, abs braking：When carrying out conventional brake, ABS is triggered when electronic control unit ECU16 judges that locking occurs for wheel, After triggering ABS controls, according to aforementioned control method, four wheel cylinders that four pressure control units correspond to control are same Shi Yici carries out braking compression release (as shown in Figure 7), service lap (as shown in Figure 6) or braking supercharging (as shown in Figure 5), and repeatedly This process, until pressure is adjusted to optimum state；Alternatively, according to aforementioned control method, four pressure control units pair In four wheel cylinders that should be controlled, part wheel cylinder supercharging, part wheel cylinder pressurize and remaining wheel cylinder decompression (as shown in figure 8, with a left side Front-wheel supercharging, off hind wheel and left rear wheel pressurize and for off-front wheel decompression)；In the process, line traffic control hydraulic pressure system of the present invention Dynamic system can simulate good pedal sense, and master cylinder and wheel cylinder full decoupling, driver do not feel as ABS tune Caused pressure oscillation during section.
3rd, TCS is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges piece wheel It has skidded (by taking the near front wheel as an example), TCS control triggerings, in the case, without trampling brake pedal 1, by electronic control unit ECU16 directly controls four pressure control units according to judgement, realizes wheel cylinder and electric mechanical compress cell complete solution Coupling, the corresponding pressure control unit installed of slip wheel carry out braking supercharging (as schemed respectively under electronic control unit ECU16 controls Shown in 9), service lap (as shown in Figure 10) or braking compression release (as shown in figure 11), realize the control to slip wheel brake pressure System, until eliminating the skidding of corresponding wheel；Alternatively, according to aforementioned control method, four pressure control units correspond to control Four wheel cylinders in, part wheel cylinder supercharging, part wheel cylinder pressurize and remaining wheel cylinder decompression (as shown in figure 12, with the near front wheel Supercharging, off hind wheel and left rear wheel pressurize and for off-front wheel decompression)；In the process, master cylinder and wheel cylinder full decoupling, Driver does not feel as caused pressure oscillation when pressure is adjusted.
4th, ESC is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges piece wheel There is unstability, ESC control triggerings are in the case, direct according to judging by electronic control unit ECU16 without trampling brake pedal 1 Four pressure control units are controlled, realize wheel cylinder and electric mechanical compress cell full decoupling, corresponding to unstability wheel The pressure control unit of installation carries out braking supercharging (as shown in figure 13), service lap respectively under electronic control unit ECU16 controls Or braking compression release, the control to slip wheel brake pressure is realized, until unstability wheel restores normal；Alternatively, according to aforementioned control Method processed, four pressure control units are corresponded in four wheel cylinders of control, the supercharging of part wheel cylinder, part wheel cylinder pressurize And remaining wheel cylinder decompression (as shown in figure 14, be pressurized by the near front wheel, off hind wheel and left rear wheel pressurize and for off-front wheel decompression)； During this, master cylinder and wheel cylinder full decoupling, driver do not feel as caused pressure oscillation when pressure is adjusted.
5th, ACC is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges vehicle needs Active brake, driver need not trample brake pedal 1, and line traffic control hydraulic pressure of the present invention is output control signals to by entire car controller In the electronic control unit ECU16 of braking system, four wheel cylinders are directly controlled by electronic control unit ECU16 and are carried out at the same time braking supercharging (as shown in figure 15), service lap (as shown in figure 16) or braking compression release (as shown in figure 17).
6th, AEB is braked：In vehicle travel process, under energization effective status, electronic control unit ECU16 judges vehicle needs Emergency braking, driver need not trample brake pedal 1, and line traffic control hydraulic pressure of the present invention is output control signals to by entire car controller In the electronic control unit ECU16 of braking system, four wheel cylinders are directly controlled by electronic control unit ECU16 and are carried out at the same time braking supercharging (as shown in figure 18).
7th, regenerative braking is adjusted：As shown in figure 19, when vehicle carries out regenerative braking, the pedal of brake pedal 1 need to be realized The full decoupling of power and wheel cylinder brake pressure, i.e., during Brake energy recovery is carried out, wheel cylinder puies forward braking system The brake pressure demand of confession reduces, but the pedal force of driver is needed to remain unchanged.The braking system can be by braking system Pedal sense simulator realize the full decoupling of pedal force and pressure of wheel cylinder in process of regenerative braking.When the braking system System is during normal brake application, and after regenerative braking intervention, brake force needed for four wheels reduces, by rational control algolithm, The control signal needed for the corresponding normally opened linear solenoid valve of four wheel cylinders is calculated to control linear solenoid valve both ends respectively Pressure differential, realize the linear regulation of brake pressure.
8th, power-off failure is braked：Under power-off failure state, as previously mentioned, driver is by trampling brake pedal 1, four systems Driving wheel cylinder brakes supercharging (as shown in figure 20) or braking compression release simultaneously；
In conclusion in each control method of the line traffic control brake fluid system of four-wheel pressure independent control of the present invention, When electronic control unit ECU 16 detects brake signal, four automatically controlled compress cells and corresponding electromagnetism valve events can be controlled at once, So as to actively and promptly establish brake pressure for wheel cylinder.Due to being electric signal control, whole process is by electronic control unit ECU 16 controls are completed, and without human intervention, and are controlled rapidly, sensitive, disclosure satisfy that the actively work(of fast run-up pressure and rapid pressure adjusting Energy.In addition, during wheel cylinder is pressurized or is depressurized, it can be by controlling the integrated motor of automatically controlled compress cell simultaneously Action and the aperture size of normally opened linear valve, to realize that the accurate of pressure of wheel cylinder adjusts and accurately control.

Claims (10)

1. the line traffic control brake fluid system of four-wheel pressure independent control, it is characterised in that：
The system is made of brake treadle mechanism, electronic control unit ECU, pressure control unit and wheel cylinder；
There are four the pressure control units, respectively via the system in a master cylinder normal open switch solenoid valve and brake treadle mechanism Dynamic master cylinder pipeline connection, four pressure control units by a normal open switch solenoid valve, an automatically controlled compress cell and One normally opened linear solenoid valve is composed in series；
The normally opened linear solenoid valve downstream connects a wheel cylinder respectively, and is equipped with pressure on the pipeline of the two connection Sensor；
The master cylinder normal open switch solenoid valve, normal open switch solenoid valve, automatically controlled compress cell, normally opened linear solenoid valve and pressure pass Sensor is connect respectively with electronic control unit signal；
Four pressure control units independently act braking supercharging, pressurize or the decompression realized to corresponding wheel cylinder.
2. the line traffic control brake fluid system of four-wheel pressure independent control as described in claim 1, it is characterised in that：
The automatically controlled compress cell is made of concentration motor, connection push rod and single-chamber master cylinder；
The concentration motor is by electric machine casing, motor stator, rotor, roller screw nut, ball body, roller screw spiral shell Bar, clutch shaft bearing and second bearing composition, the stator are fixed on the inner peripheral wall of electric machine casing, and the rotor is mounted on fixed In son, two ends of rotor pacifies axis in the end cap at electric machine casing both ends by bearing, and the roller screw nut is fixedly connected on On the inner peripheral surface of rotor, the roller screw screw rod is mounted on the inside of roller screw nut, and the ball body is mounted on rolling With forming ball screw assembly, in the guide groove of ball-screw screw rod, the ball-screw screw rod is provided with logical screw nut in an axial direction Hole, and it is equipped with edge in annular on the inside of through hole back-end；The concentration motor is connect with electronic control unit signal；
The single-chamber master cylinder is made of single-chamber master cylinder housing, single-chamber master cylinder piston and single-chamber master cylinder piston return spring, the list Chamber master cylinder housing is fixed on the front end face of electric machine casing, and the single-chamber master cylinder piston is placed in single-chamber master cylinder housing and single-chamber master Single-chamber master cylinder inner cavity is formed on the bottom of cylinder housing, and the single-chamber master cylinder piston return spring position is connected to the bottom of single-chamber master cylinder housing Between the front end face of portion and single-chamber master cylinder piston, single-chamber is had on the single-chamber master cylinder housing corresponding to single-chamber master cylinder inner cavity Master cylinder oil inlet and single-chamber master cylinder outlet mouth；
The front end of the connection push rod is acted against on the rear end face of single-chamber master cylinder piston, and rear end is acted against on the inside of ball-screw screw rod Annular in along front end face.
3. the line traffic control brake fluid system of four-wheel pressure independent control as described in claim 1, it is characterised in that：
The brake treadle mechanism is made of brake pedal (1), master cylinder (4) and pedal sense simulator (6)；
The master cylinder (4) is by pedal push rod (3), pedal displacement sensor (2), brake master cylinder piston (39), master cylinder Piston return spring (12) and master cylinder housing (5) composition；
The brake pedal (1) and one end of pedal push rod (3) are hinged, the other end and the master cylinder housing of pedal push rod (3) (5) the outer end face connection of the brake master cylinder piston (39) in, inner face and the master cylinder housing (5) of brake master cylinder piston (39) Bottom form master cylinder inner cavity (15), brake master cylinder piston return spring (12) is connected to the interior of brake master cylinder piston (39) Between end face and the bottom of master cylinder housing (5), opened on master cylinder inner cavity (15) corresponding master cylinder housing (11) Be useful for the hydraulic fluid port of external pipeline, the brake pedal displacement sensor (3) on pedal push rod (4), and with electronics control Unit (1) signal connection processed；
The pedal sense simulator (6) connect with master cylinder inner cavity (15) pipeline.
4. the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 3, it is characterised in that：
Pedal sense simulator (6) is by simulator normally closed solenoid valve (11), simulator housing (7), emulator piston (9) and simulation Device spring (8) forms, and simulator inner cavity (10) are formed between the front end face of the emulator piston (9) and simulator housing (7), Simulator inner cavity (10) is connect with master cylinder inner cavity (15) by simulator normally closed solenoid valve (11) pipeline, the simulator bullet Spring (8) both ends are connected respectively at the rear end face of emulator piston (9) with the bottom surface of simulator housing (7).
5. the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 3, it is characterised in that：
The master cylinder is connect by a check valve with oil storage cup pipeline, and is oil storage cup to master cylinder one-way conduction；
The pressure control unit is also connected with a vacuum solenoid valve, and vacuum solenoid valve side hydraulic fluid port passes through pipeline and oil storage Cup connection, opposite side hydraulic fluid port are opened by pipeline with normally opened in master cylinder normal open switch solenoid valve and four pressure control units The fluid pipeline that powered-down magnet valve is connected is connected；
The vacuum solenoid valve is normally closed solenoid valve.
6. the brake control method of the line traffic control brake fluid system of four-wheel pressure independent control as described in claim 1, feature It is：
The brake control method includes the braking control under brake control method and power-off failure state under energization effective status Method processed, the brake control method under the energization effective status are：
Electronic control unit receives the detection signal in vehicle travel process, single to four pressure controls respectively after analytical judgment Member sends drive control instruction, controls the normal open switch electricity in the master cylinder normal open switch solenoid valve and four pressure control units Magnet valve is powered disconnection, realize brake pedal pedal force and wheel cylinder in brake pressure full decoupling, at the same time, control four Automatically controlled compress cell in a pressure control unit is matched with the normally opened linear solenoid valve being correspondingly connected with, and is separately controlled The wheel cylinder being correspondingly connected with carries out braking supercharging, pressurize or decompression.
7. the brake control method of the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 6, feature It is：
Under the energization effective status, when pressure control unit be pressurized or decompression process in, electronic control unit to Normally opened linear solenoid valve sends out regulating control command, controls the aperture of normally opened linear solenoid valve, so linear regulation flow through it is normally opened The brake fluid pressure of linear solenoid valve realizes the brake pressure of the supercharging of linear regulation wheel cylinder or decompression.
8. the brake control method of the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 6, feature It is：
During the wheel cylinder braking compression release, by master cylinder normal open switch solenoid valve and four pressure control units The pipeline that is connected of normal open switch solenoid valve on vacuum solenoid valve is installed, the vacuum solenoid valve is normally closed solenoid valve, decompression electricity The opposite side of magnet valve and lubricating cup unicom, to realize fast decompression.
9. the brake control method of the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 6, feature It is：
Brake control method under the power-off failure state is：Each solenoid valve is in off-position, and brake treadle mechanism exists Under the operation of driver, the braking fluid of master cylinder is directly in master cylinder, normal open switch solenoid valve, electro-hydraulic supercharging It is flowed between unit, normally opened linear solenoid valve and wheel cylinder, realizes braking supercharging or decompression.
10. the brake control method of the line traffic control brake fluid system of four-wheel pressure independent control as claimed in claim 4, feature It is：
The brake pedal brake feel analogy method of the pedal sense simulator is as follows：
When driver tramples brake pedal (1), brake pedal (1) pushes pedal push rod (3) to move forward, and pedal push rod (3) pushes Brake master cylinder piston (39) moves in master cylinder inner cavity (15), and electronic control unit ECU (16) controls the normally closed electricity of simulator at this time Magnet valve (11), which is powered, to be connected, meanwhile, electronic control unit ECU (16) control master cylinder normal open switch solenoid valves and four pressure control units In normal open switch solenoid valve be powered disconnection, control pedal power and wheel cylinder brake pressure is made to realize full decoupling, the system The hydraulic oil in master cylinder inner cavity (15) is moved under the action of brake master cylinder piston (39) by fluid pressure line, through the normally closed electricity of simulator Magnet valve (11) flows into simulator inner cavity (10), and hydraulic oil pushes emulator piston (9) to move, the connection of emulator piston (9) rear end Simulator spring (8) pushed by emulator piston (9) and generate deformation and forms elastic resistance, realization simulating brake pedal brake sense Feel.
CN201810115168.5A 2018-02-06 2018-02-06 The line traffic control brake fluid system and its brake control method of four-wheel pressure independent control Expired - Fee Related CN108162942B (en)

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CN109882115A (en) * 2019-04-08 2019-06-14 贵州盘江精煤股份有限公司 A kind of level pressure grouting device
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CN109955840A (en) * 2019-04-22 2019-07-02 南京经纬达汽车科技有限公司 Timesharing with failure manpower backup functionality is from primary brake system and braking method
CN109955841A (en) * 2019-04-22 2019-07-02 南京经纬达汽车科技有限公司 It is a kind of with failure manpower backup functionality from primary brake system and its braking method
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CN112572381A (en) * 2019-09-30 2021-03-30 华为技术有限公司 Distributed braking system of automobile, automobile and control method of automobile
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CN112406835B (en) * 2020-10-28 2022-10-11 京晟(常州)汽车零部件有限公司 Electro-hydraulic brake control device and control method
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CN112947612A (en) * 2021-02-04 2021-06-11 中汽创智科技有限公司 Pressure control device, brake system, and pressure control method
CN113619543A (en) * 2021-10-12 2021-11-09 天津清源电动车辆有限责任公司 Drive-by-wire braking system for automatic driving automobile
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CN114291062A (en) * 2021-12-30 2022-04-08 深兰人工智能(深圳)有限公司 Brake-by-wire system, brake-by-wire method and vehicle comprising brake-by-wire system
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